CORRESPONDENCE 

ON  THE 

IMPORTANCE  &  PRACTICABILITY 

OF 

A  RAIL  ROAD, 

FROM 

NEW  YORK  TO  NEW  ORLEANS, 

IN  WHICH  IS  EMBRACED 

a  ftryovt  on  tfte  Subject, 

BY 

DE  WITT  CLINTON,  ESQ., 
Engineer. 

-— coo- 
NEW  YORK: 
VANDERPOOL  &  COLE  PRINTERS,  104  BEEKMAN  STREET, 

1830, 


He 

\930 


Digitized  by  the  Internet  Archive 
in  2013 


http://archive.org/details/correspondenceonOOcl 


To  DE  WITT  CLINTON,  Esq. 
Engineer. 


I 


New  York,  December  25,  1829. 


Supposing  that  a  Rail  Road  through  the  Atlantic  States  to 
New  Orleans,  would  be  of  great  national  importance,  we  take  the 
liberty  of  soliciting  your  opinion  on  the  subject,  and  such  information 
as  you  may  deem  interesting,  relative  to  the  geography,  topography, 
and  geology  of  the  region  through  which  it  should  pass  ;  with  esti- 
mates of  the  probable  cost  of  its  construction,  and  the  general  and 
local  advantages  which  would  result  to  the  different  states  and 
districts  in  its  route. 


Respectfully,  Yours  &c. 


# 


A.  Dey, 

Arthur  Tappan,  dz,  Co. 
David  Hosack, 
John  Hone  &,  Soss, 
Richard  Varick, 
Boor  man  &,  Johnston, 
Barney  Cokse. 


1 


REPLY 


yew  York,  January  12,  1830.  ' 

Gentlemen, 

I  have  the  honour  to  acknowledge  the  receipt  of  your  very 
Mattering  communication  of  the  twenty-fifth  of  last  month,  and  in 
hastening  to  reply  to  it,  it  is  with  extreme  diffidence  that  the 
following  remarks  are  submitted  for  your  consideration  ;  as  the  impor- 
tance and  magnitude  of  the  undertaking  you  have  suggested  in  your 
letter  embrace  such  a  variety  of  interests,  and  such  extensive  and 
varied  information  is  necessary  for  the  developement  of  all  its  advan- 
tages, that  I  feel  great  timidity  in  approaching  it.  But  the  lively 
feelings  I  entertain  for  the  promotion  of  the  common  prosperity  of  our 
beloved  country,  and  the  claims  of  the  city  of  New  York,  as  the 
place  of  my  nativity,  and  the  support  and  the  hospitalities  which  I 
have  received  from  its  citizens,  and  the  numerous  friends  which  I  have 
among  them,  makes  every  subject  connected  with  its  improvement  a 
source  of  interest  ;  and  in  dedicating  the  following  remarks,  T  cannot 
refrain  from  saving,  that  if  twenty  years  ago  this  project  of  a  rail  road 
between  the  cities  of  New  York,  and  New  Orleans  had  been  suggested, 
it  would  have  been  considered  visionary  by  the  public,  and  denounced 
unanimously,  as  the  crude  production  of  genius  which  might  dazzle 
the  imagination  by  the  capaciousness  of  its  conception,  but  could  not 
be  accomplished  by  the  lapse  of  time,  or  profuse  expenditure  of  money. 
That  patience  would  be  exhausted,  and  talents  and  ingenuity  would 
be  unequal  to  the  task  of  inventing  expedients,  to  overcome  the 
difficulties  which  would  present  themselves  in  its  construction. 

The  progress  of  mechanical  science,  and  the  genius  of  the  age, 
however,  happily  for  our  country,  within  the  last  twenty  years,  have 
changed  the  opinions  of  society  on  some  of  the  most  important  sub- 
jects connected  with  the  arts  ;  and  the  successful  completion  of  some 
of  the  greatest  and  most  herculean  undertakings,  of  canals,  and 
rail  roads,  in  this  country  and  Europe,  and  the  extensive  and  varied 
application  and  improvement  of  the  steam  engine,  have  in  a  great  mea- 
sure stripped  such  projects  of  their  formidablencss,  and  rendered  their 
advantages  and  economy  easily  understood  and  appreciated  by  the 
public. 


The  developement  of  the  improvement  of  our  country,  can  be 
traced  from  the  bark  canoe  of  the  Indian,  anfl  their  narrow  and  diffi- 
cult paths  around  the  falls,  and  bars  of  our  rivers,  for  the  transporta- 
tion of  their  scanty  cargoes,  and  frail  vessels,  to  the  log  path  and  miry 
road  of  the  emigrant,  which  was  unsafe  for  the  strongest  vehicle. — 
Social  intercourse  was  then  principally  maintained  by  equestrian  tra- 
vellers, but  the  communications  were  frequently  broken  by  floods, 
which  sometimes  occasioned  great  inconvenience  and  danger. 

As  the  lands  were  more  extensively  cultivated,and  the  population  aug- 
mented, the  intercourse  between  settlements  became  more  urgent  for 
the  transaction  of  business,  and  disposal  of  superfluous  commodities. 
Ferries  were  established,  and  township  roads  opened.  These  in  course 
of  time,  as  new  facilities  were  required,  gave  place  to  bridges  and  turn- 
pikes. Steam  is  now  introduced  and  applied  to  vessels  which  are  pro- 
pelled against  currents  and  winds  ;  and  canals  and  rail  roads  have  fol- 
lowed, as  the  citizens  in  the  interior  required  greater  economy  in 
reaching  a  market.  The  practicability  and  utility  of  this  work  must 
be  drawn  from  deductions,  and  comparisons  ;  for  its  solution,  although 
intricate,  involves  benefits  of  the  greatest  importance  to  our  country  ; 
as  its  completion  must  confer  great  advantages  on  our  maritime,  agri- 
cultural and  manufacturing  interests. 

In  its  plan  it  embraces  objects  of  great  magnitude,  which  requires 
extensive  investigation  and  illustration,  before  the  policy  of  the  pro- 
ject, or  its  feasibility,  or  use  can  be  determined,  as  the  physical  sus- 
ceptibility of  the  country  for  the  work,  must  be  demonstrated.  Its 
probable  cost  and  revenue,  and  the  benefits  which  will  result,  must  be 
shown  as  co-ordinate  with  the  extent  of  the  project. 

To  make  the  investigation  of  the  first  branch  of  our  inquiry  in  the 
most  satisfactory  manner,  and  to  enable  us  to  view  the  project  in  its 
most  important  bearings,  and  to  elucidate  its  merits,  it  will  be  proper  to 
consider  the  subject  under  the  following  heads  as  far  as  it  relates  to 
the  route,  climate  and  productions  generally  of  the  country. 

1st.  Climate  of  the  route  considered,  as  far  as  it  relates  to  the 
southern  states. 

2d.  Soil  and  productions  of  the  hnd,  considered  generally. 

3d.  Desultory  remarks  on  the  formation  of  the  surface  of  the 
country  between  New  York  and  New  Orleans.* 

4th.  Surface  and  division  of  states  particularized. 

1st.  No  country  in  the  world  possesses  a  climate  so  variable,  as  the 


See  Note  I. 


United  States.    It  has  been  remarked  by  observing  and  intelligent 
writers  in  relation  to  it,  that  in  sections  its  air  resembles  the  aridity  of 
Castile,  the  salubriousness  of  the  south  of  France,  the  damps  of 
Holland,  and  the  debilitating  warmth  of  Africa. 

Interspersed  with  such  a  variety  of  atmospheres  and  soils,  teeming 
with  the  most  varied  and  rich  vegetable  productions,  whose  rapid  de- 
composition in  the  fall,  and  the  stagnation  of  water  in  swamps  and 
ponds,  the  sinkage  of  streams  within  their  channels,  and  exposing 
the  vegetable  deposits  on  their  margins,  united  with  the  warmth  of 
climate  in  the  autumn,  produce  periodical  diseases,  and  even  where 
we  find  its  ravages  the  most  fatal,  it  is  confined  within  a  circumscribed 
district,  and  beyond  its  bounds  the  utmost  salubrity  prevails. 

The  high  range  of  the  thermometer  in  the  southern  states,  which 
will  average  annually  65°,  would  be  within  itself  not  unfavourable  to 
health,  for  it  has  been  demonstrated  from  experience  that  if  the  air  is 
uncontaminated  with  foreign  mixtures,  that  the  human  species  will 
enjoy  perfect  health  when  exposed  to  a  heat  of  90°  of  Farenheit's 
thermometer. 

The  unhealthy  months  on  our  Atlantic  coast,  are  from  July  to  No- 
vember, and  the  difference  in  forwardness  of  spring  in  the  two  ex- 
tremes of  the  country,  as  is  indicated  by  the  flowering  of  the  peach 
iree,  is  about  two  and  a  half  months. 

2d.  With  Jlimates  and  soils  of  such  diversity,  there  is  scarcely  one 
vegetable  cultivated  out  of  the  tropics  that  might  not  in  some  situation 
be  brought  to  perfection  in  the  United  States  ;  and  it  has  been  re- 
marked by  a  distinguished  geographical  writer,  that  the  valley  of  the 
Mobile  and  its  tributaries,  which  drain  an  area  of  twenty  six  millions 
of  acres,  closely  in  soil  and  climate  resembles  the  Rhone,  and  will 
nearly  admit  the  same  course  of  productions. 

The  soils  of  the  United  states  can  be  classed  in  tide,  inland  and 
high  river  swamps,  lowlands,  bottoms  and  alluvials,  salt  and  fresh  wa- 
ter marshes,  oak  and  hickory  lands,  pine  barrens,  prairies  and  plains. 

The  33°  of  North  latitude  is  the  same  as  the  parallel  of  45°  in  Eu- 
rope |  aline  of  vegetable  demarkation  and  beyond  the  30°  of  North  la- 
titude, may  be  assumed  as  the  region  of  snow  ;  and  it  is  singular  thai 
in  Europe  the  orange  tree  flourishes  farther  north  than  the  sugar  cane 
in  this  country  ;  and  it  has  been  remarked  that  the  sour  orange  and  the 
live  oak  tree  cease  to  grow  at  the  same  parallel  of  latitude  on  the  sea 
shore. 

The  most  valuable  timber  in  the  southern  stales  is  the  pitch  pine, 
the  live,  red,  white  and  Spanish  oaks,  shell  bark,  hickorv,  cypress,  &c, 


4 


It  is  a  received  opinion  in  Louisiana,  that  there  is  less  frost  in  the 
southern  states  as  far  north  as  the  Alatamafia  river  on  the  Atlantic 
coast,  than  on  the  gulf  of  Mexico  ;  and  if  the  sugar  cane  should  be 
successfully  cultivated  in  Georgia,  this  opinion  is  well  predicated  :  and 
when  we  reflect,  if  it  should  be  the  case  it  would  not  appear  singular, 
as  the  northern  and  south-western  parts  of  Georgia  are  protected  from 
north  winds  by  the  high  ridges  of  the  Alleghany,  which  are  covered 
with  extensive  forests  of  evergreens,  and  the  climate  is  moderated  by 
expanded  bodies  of  water. 

The  soil  and  air  in  the  southern  states  being  favourable  to  vegeta- 
tion, the  lands  generally  are  very  productive  ;  and  until  the  introduc- 
tion of  the  culture  of  cotton  in  1795  in  South  Carolina,  the  favourite 
staple  of  that  ?tate  was  indigo,  which  requires  a  deep  rich  soil,  to- 
bacco and  sugar,  a  rich  vegetable  loam.  Indian  corn  flourishes  in 
all  soils  and  climates,  wheat,  rye,  and  such  productions  more  exclu- 
sively belong  to  the  middle,  western  and  eastern  states. 

The  following  table  shows  the  productiveness  of  lands,  as  is  gene- 
rally estimated  by  planters,  south  of  the  Potomac  river. 


TABLE. 


No.  of  labour-' 
ers.  j 

Acres  cultiva- 
ted. 

Crop  produ- 
ced. 

Crop  to  the 

acre. 

Crop  to 
each  labourer. 

Crop  culti- 
vated. 

J 

Remarks. 

50 

150 

150000  lbs. 

1000  lbs. 

3  'OOlbs.  Sugar 

50 

100 

700  bis. 

7  bis 

14  bis.  Rice 

50 

250 

60000  lbs. 

240  lbs 

1200  lbs.  Cotton 

A  Bale  of  Cotton  will  average 

50 

7000  „ 

120  lbs.  Indigo 

320  pounds. 

50 

60000 

1200  lbs.  Tobac. 

3d.  The  alluvial  country  on  our  sea  board  commences  on  the  southern 
shore  of  Long  Island,  and  extends  thence  south  to  the  basin  of  the 
Mississippi.  It  is  bounded  on  the  interior  by  a  line  commencing  at 
Iloboken  in  New  Jersey,  extending  thence  south  to  the  river  Raritan, 
to  Trenton,  Philadelphia,  Baltimore  and  Washington,  and  thence  on 
a  line  nearly  parallel  with  the  coast,  to  Augusta  in  Georgia,  and  thence 
to  Natchez  on  the  Mississippi. 

"  The  streams  north  of  the  Rappahannock,  flow  principally  through 
secondary  and  transition  formations  ;  and  as  far  south  as  the  Alata- 
maha,  from  the  primitive  portions  of  the  Alleghany,  and  south  of 
this  last  river,  chiefly  through  an  alluvial  country." 


5 


The  pine  barrens  in  the  southern  states  comprise  more  than  two- 
thirds  of  the  surface  of  the  low  country  ;  "  and  the  ground  in  this 
district  is  every  where  covered  with  succulent  grass,  that  affords  ex- 
cellent ranges  for  cattle,  and  with  several  species  of  the  papiliona- 
cious  flowering  vegetables."  These  tracts  are  also  the  seats  of  pure 
air,  water,  and  health,  and  there  can  be  but  little  doubt  that  in  the 
course  of  time,  they  will  become,  in  the  hands  of  skilful  agriculturists, 
productive,  as  the  sand  is  in  most  places  shallow  and  based  on  clay. 
The  country  between  the  Cooper,  Ediston,  and  Canchee,  to  Savannah 
River,  a  distance  of  165  miles,  is  level,  and  by  no  means  unpro- 
ductive. 

South  and  west  of  the  Savannah,  the  land  is  slightly  undulating,  and 
from  the  Oconee,  to  Red  River,  the  parallel  of  33°  north,  runs 
through  a  dreary  forest  of  pine  trees ;  and  from  the  Georgia  line  in 
the  low  country,  to  the  Flint  River,  the  lands  are  generally  low, 
sterile,  and  level,  and  abound  in  swamps  and  ponds. 

The  country  opposite  to  Cat  Island,  and  east  of  St.  Louis'  Bay; 
is  different  from  the  alluvions  of  the  Mississippi.  Pine  woods  ex- 
tend to  the  sea  shore  ;  and  the  lands  are  elevated  above  the  reach  of 
inundations.    The  soil  is  poor,  but  the  country  is  healthy 

4.  In  making  the  following  condensed  remarks  separately  on  the 
surface  of  each  state  traversed  by  the  road,  I  have  availed  myself  of 
the  assistance  o5*  eminent  geographical  writers. 

The  route  I  should  suggest  as  the  most  proper  for  the  road,  would 
pass  through  part  of  the  states  of  New  Jersey,  Delaware,  Maryland, 
Virginia,  North  and  South  Carolina,  Georgia,  Alabama,  Mississippi, 
and  Louisiana,  and  the  District  of  Columbia. 

New  Jersey. — The  counties  of  Sussex,  Morris,  and  Bergen,  are 
mountainous.  Hunterdon.  Somerset,  Essex,  and  Middlesex,  are 
diversified  with  hills  and  valleys ;  and  the  greatest  part  of  the  six 
southern  ones,  consist  of  long  tracts  of  level  country,  with  rather  a 
sterile  soil,  and  scanty  productions. 

Delaware. — The  surface  of  this  state  is  almost  one  extended  plain, 
with  a  soil  highly  favourable  for  cultivation.  Some  of  the  upper  parts 
of  the  county  of  Newcastle  are  irregular  and  broken,  but  the  most 
southern  part  of  the  state  is  generally  level. 

Maryland. — The  part  of  this  state  on  the  eastern  side  of  the  Che- 
sapeake, with  an  exception  of  a  small  part  of  the  northern  extremity, 
is  almost  one  extended  plain,  low,  and  with  a  sandy  soil.  The  sur- 
face is  broken  by  rivers  and  creeks,  and  in  many  places  abounds  with 


6 


swamps  and  stagnant  ponds.  The  air  in  sujnmer  is  disagreeable  and 
unhealthy. 

The  lands  on  the  western  side  of  the  Chesapeake,  below  the  falls, 
are  similar  to  those  on  the  eastern  side.  Above  the  falls  the  country 
becomes  gradually  uneven  and  hilly,  and  in  the  western  part  of 
the  state  is  mountainous,  with  a  climate  highly  salubrious  and  agree- 
able. 

Virginia. — This  state  is  generally  divided  by  writers  in  four  di- 
visions. The  first  extends  from  the  sea  coast  to  the  head  of  tide 
water.  The  land  in  this  district  is  generally  low  and  level,  and 
sometimes  fenny.  The  margins  of  the  rivers  are  composed  of  a  rich 
loam.  The  second  part  extends  from  the  head  of  tide,  to  the  Blue 
Ridge  ;  and  the  surface  is  rather  uneven,  and  near  the  mountains 
it  is  abrupt  and  broken.  The  third  portion  is  embraced  between  the 
Blue  Ridge  and  the  Alleghany  mountains,  and  the  fourth  from  the 
Alleghany  mountains  to  the  Ohio  River. 

North  Carolina,  for  an  extent  of  about  sixty  miles  from  the  sea  coast, 
is  generally- level,  and  covered  with  a  -  dense  forest.  The  interior  is, 
however,  more  undulating,  and  shaded  with  lofty  trees.  The  soil  is 
quite  indifferent  near  the  sea  coast.  That  part  of  the  state  west  of 
the  mountains  is  the  most  fertile.  The  common  forest  tree  is  pitch 
pine,  which  is  far  superior  to  that  of  the  northern  states.  It  yields 
pitch,  tar,  and  turpentine,  and  various  kinds  of  lumber,  which  comprise 
nearly  half  of  the  exports  of  the  state. 

South  Carolina,  *is  generally  divided  by  writers  into  two  parts, 
called  the  Upper  and  Lower  Country.  The  latter  has  been  supposed 
by  geologists  to  have  been  once  covered  by  the  ocean. 

From  the  sea  shore  the  country  is  a  low  plain,  for  more  than  one 
hundred  miles  in  the  interior,  chequered  with  swamps,  forests,  and 
clearings.  There  is  then  a  belt  of  country  of  a  width  probably  of  sixty 
miles,  composed  of  singularly  looking  little  snnd  hills,  with  a  very  ste- 
rile soil.  At  its  boundary  commences  flic  ridge  land,  which  as  you 
approach  it  from  the  sea,  appears  lofty  and  bold,  but  on  the  north- 
west it  is  level. 

This  country  extends  from  the  Savannah  to  Broad  River, — is  fertile, 
well  cultivated,  and  watered  by  considerable  streams.  The  ground, 
from  the  commencement  of  the  ridge  land,  continues  to  rise  to  the 
western  limits  of  the  state. 

Georgia. — On  the  coast  for  four  or  five  miles  inland,  is  a  salt  marsh, 
opposite  to  it  are  a  number  of  islands  of  a  rich  soil,  covered  with 


7 


forest  trees  and  rich  verdure.  Back  of  the  salt  marsh  is  a  narrow- 
margin  of  rich  land, — at  its  border  commences  the  pine  barrens, 
which  extend  from  sixty  to  ninety  miles  in  width.  The  country 
then  becomes  more  uneven,  and  far  in  the  interior  is  broken  by  hills. 
The  mountains  are  covered  with  a  strong  rich  soil,  and  the  rivers  and 
creeks  are  every  where  bordered  with  marshes  or  swamps. 

Alabama. — That  part  of  the  state  which  borders  on  the  Gulf  of 
Mexico  and  Florida,  for  the  space  of  fifty  or  sixty  miles,  is  covered 
with  forest  trees  and  is  low  and  level.  The  middle  is  generally  un- 
even with  some  scattering  prairie.  The  northern  part  is  more  broken 
and  mountainous  :  on  the  margins  of  all  the  streams  is  a  rich  soil  from 
one-fourth  to  a  mile  in  width. 

Mississippi,  has  a  line  of  sea  coast  of  about  eighty  miles,  a  number 
of  small  islands  lie  six  or  seven  miles  from  the  shore,  they  are  low 
and  sandy.  The  southern  part  on  the  Gulf  of  Mexico,  embracing 
more  than  half  the  area  of  the  state,  is  a  sandy  level,  with  pine  forests. 
Advancing  north,  the  country  becomes  hilly  and  uneven,  without  any 
considerable  elevations. 

Louisiana. — The  southern  part  of  this  state  is  a  low,  alluvial, 
champaigne  country,  which  extends  from  Lake  Borgue  to  the  Sabine 
River,  and  from  the  Gulf  of  Mexico  to  Baton  Rouge  and  Red  River. 
It  is  about  250  miles  long,  and  from  70  to  140  wide.  The  surface  is 
broken  by  numerous  bays,  creeks  and  lakes,  which  divide  it  into  a 
great  many  islands.  The  country  below  New  Orleans  is  one  con- 
tinued swamp.  The  immediate  banks  of  all  the  streams  are  seldom 
inundated,  and  many  of  them  are  never  covered  with  water.  They 
afford  strips  of  rich  tillable  land,  from  a  mile  to  a  mile  and  a  half 
wide. 

Having  taken  this  view  of  the  country,  we  are  better  prepared  to 
enter  into  the  consideration  of  the  route,  and  to  determine  on  such  a 
course,  as  is  best  calculated  to  promote  the  mutual  interest  of  th^ 
states  and  their  citizens,  through  which  it  would  pass. 

The  line  of  this  great  railway  would  unite  the  Bay  of  New  York, 
and  the  Mississippi  at  New  Orleans,  which  is  105  miles  by  land,  above 
the  Gulf  of  Mexico  ;  and  as  it  would  pass  through  almost  all  the 
principal  commercial  cities,  and  through  the  most  fertile  tracts  of 
land  in  the  southern  states,  and  a  dense  populated  country,  it  would 
be  in  fact  a  great  military  highway,  on  which  troops  could  be  trans- 
ported with  great  facility  from  one  point  to  another,  and  it  would  also 
economize  the  transportation  of  all  kinds  of  products,  and  manufac- 


a 

lured  articles  and  passengers  :  and  in  war  it  would  be  a  secure 
route  for  carrying  on  an  active  intercourse  between  the  states,*  besides 
other  advantages  too  obvious  to  mention. 

Directness  of  route  ought  to  be  studied  in  locating  the  work,  pay- 
ing a  proper  regard  to  the  accomodation  of  the  country,  and  although 
it  is  not  absolutely  important  that  it  should  be  level,  it  would  add 
greatly  to  the  facilities  in  travelling  on  it  with  speed  and  weight. 

In  examining  this  part  of  the  subject  under  consideration,  it  will  be 
viewed  under  the  following  heads  : — 

f.  The  route  particularized. 

2.  Table  of  distances. 

3.  Remarks  relating  to  the  improvement,  and  population  benefited 
by  the  work. 

4.  Existing  and  contemplated  improvements,  considered  in  rela- 
tion to  the  harmony  of  the  route. 

1.  Among  the  routes  which  are  suggested,  the  following  appears 
well  calculated  for  public  accomodation  :  It  would  commence  at 
Hoboken  or  Jersey  City  ;  and  pass  through  Newark,  Brunswick, 
Burlington,  and  at  Camden  cross  to  Philadelphia,  and  proceed  to 
Baltimore  and  Washington,  (or  to  Salem,  Smyrna,  Annapo- 
lis, to  Washington,)  and  thence  to  Alexandria,  Fredricksburgh, 
Richmond,  Petersburgh,  Halifax,  Smithfield,  Fayetteville,  Darlington, 
Augusta,  Millidgeville,  Covington,  Mobile  to  New  Orleans,  or  from 
Millidgeville  to  Montgomery,  Canton,  Clarksville,  Madisonville  to  New 
Orleans  ;  and  also  through  other  places  on  these  routes,  which  would 
be  tedious  to  enumerate.  A  lower  route  has  been  proposed,  which 
would  embrace  Norfolk,  Charleston,  and  Savannah  ;  and  their  merit 
can  only  be  determined  by  an  examination  of  the  country. 

2.  The  distances  are  principally  ascertained  from  measurements 
on  Lay's  excellent  map  of  the  United  States,  and  a  liberal  allowance 
is  made  for  the  obstructions  which  would  present  themselves  in  the 
formation  of  the  lands,  and  to  accommodate  the  different  sections  of 
country. 

*  During  the  last  war,  cotton  was  transported  from  Louisiana  and  Mississippi 
<o  Pittsburg,  and  from  thence  by  land  to  Philadelphia,  and  Rhode  Island,  at  an 
expense  of  10  to  15  cents  per  lb. 


9 


The  following  table  embraces  the  distances  between  different 
points,  with  the  names  of  the  most  important  streams  which  would 
be  crossed  by  the  road. 


TABLE  OF  DISTANCES. 


NAMES  OF  POINTS. 

Distance 
in  miles. 

Dis.  ag 
gregate 
miles. 

NAMES  OF  IMPORTANT  STREAMS. 

From  New  York  to  Camden, 

102 

Hackensack,  Passaic,  Raritan, 

Camden  to  Baltimore, 

224 

C  Delaware  Bay,  Schuylkill,  Bran- 
I  dywine,  Susquehanna, 

Baltimore  to  ^Vashington, 
Washington  to  Richmond, 
Richmond  to  Petersburg, 
Petersburg  to  Halifax, 

WalifaY  to  Smithfiplrl 
Smithfield  to  Fayetteville, 
Fayetteville  to  Darlington, 

42 
125 

25 
65 
83 
52 
82 

266 
391 
416 
481 
564 
616 
698 

Patapsco,  Pauturet, 
Potomac,  Rappahannoc, 
James,  Appamattox, 

T?nanr»kp   T"ar  AI<»mc/» 

Cape  Fear  River, 
Great  Pedee, 

Darlington  to  Augusta, 

145 

843 

C  Lynch's  Creek,  Wateree  &  Con- 
l  gree,N.  &#S.  Ediston,  Savannah, 

Augusta  to  Milledgeville, 

90 

933 

Great  Ogecha, 

Milledgeville  to  Covington, 

260 

1193 

C  Oconee,  Ockmulgee,  Flint  & 
(  Chattahuchee, 

Covington  to  Mobile, 

110 

1303 

Cannuchee,  Alabama, 

Mobile  to  New  Orleans, 

164 

1467 

(  Pensacola,  Jordan,  East,  Pearl 
I  &  Lake  Ponchartrain. 

In  the  different  States. 
3d.  The  counties  in  the  different  states,  which  would  be  traversed 
by  the  road  on  the  lower  line  without  including  the  whole  amount  of 
population,  which  would  be  directly  benefited  by  its  construction, 
contained  in  1825,  the  following  inhabitants. 


TABLE. 


NAMES  OF  STATES. 


New  Jersey, 

Delaware, 

Maryland, 

District  of  Columbia, 

Virginia, 

North  Carolina, 

South  Carolina, 

Georgia, 

Alabama, 

Mississippi, 

Louisiana, 

City  of  New  York, 


Coun- 
ties. 


Aggregate 
counties. 


6 

9 
10 

20 
26 
35 
44 
50 
53 
56 
57 


Population 
1825. 


139,424 
50,249 
63,708 
37,775 

135,487 
77,572 

111,216 
93,459 
59,311 
5,310 
56,988 

139,422 


Aggregate 
population. 


189,673 
253,381 
291,156 
426,643 
504,215 
615,431 
708,890 
768,201 
773,511 
830,499 
969,921 


10 


If  the  route  should  cross  the  Delaware  at  Philadelphia,  and  pass 
through  that  city  and  Baltimore,  there  wilfbe  an  additional  increase 
as  follows  : 


To  this  may  be  added  at  a  moderate  calculation,  for  the  increase  ol 
population  since  1825,  and  including  the  inhabitants  of  the  counties 
adjacent  to  the  line,  300,000,  or  making  one  million  and  a  half,  which 
would  be  benefited  more  or  less  by  this  work,  and  if  they  were  dis- 
persed at  equal  distances,  and  number  on  each  side  of  the  canal,  each 
mile  in  length  would  contain  1022  inhabitants,  (511  on  each  side)  and 
they  would  not  be  eleven  feet  apart,  and  if  two  millions  of  people 
were  benefited  they  would  have  each  about  threp  and  a  quarter  feet 
of  road  to  make,  if  it  was  mutually  constructed  by  them.* 

4th.  The  rapid  advancement  of  the  improvements  of  our  country 
is  most  clearly  illustrated  by  tjie  increase  of  post  roads.  The  ave- 
rage augmentation  from  1790  to  1818,  is  about  1776  miles  in  a 
year,  the  last  eleven  years  give  an  annual  increase  of  5764  miles, 
which  is  an  extent  of  mail  road  opened,  four  times  greater  in  one  year 
than  the  length  of  the  route  to  New  Orleans  ;  and  the  united  lengths  of 
the  canals  and  rail  roads  completed  and  under  contract  in  New  York, 
New  Jersey,  Pennsylvania  and  Ohio,  is  more  than  the  distance  of  the 
proposed  rail  road  route,  and  if  the  citizens  of  four  states  can  ac- 
complish such  gigantic  improvements,  the  resources  of  eleven  would 
be  more  than  adequate  for  this  work. 

Rail  roads  have  been  for  some  time  in  contemplation  by  some  of 
our  most  enterprising  citizens,  between  New  York  and  Camden,  and 
between  Philadelphia  and  Baltimore,  and  between  the  last  city  and 
Washington,  another  is  proposed  between  Milledgeville  and  Augusta. 

I  believe  that  a  rail  road,  south  of  Washington,  will,  generally,  be 
admitted  as  being  more  important  to  the  country,  than  the  construc- 
tion of  the  national  road  ;  and  the  superiority  of  this  kind  of  commu- 
nication over  the  best  formed  roads,  is  too  well  established  to  require 
any  comment :  and  1  have  no  hesitation  in  saying,  that  if  it  was  con- 
structed of  wood,  it  would  be  equally  as  cheap,  and  perhaps  more 
economical. 


Population  as  above  stated, 
Increase, 


969,921 
235,360 


Aggregate. 


1,205,281 


*  Lateral  Rail  Roads  will  be  opened  in  every  direction,  to  accommodate  th? 
country  as  the  principal  work  progresses,  which  will  extend  its  hencfits  to  tl)>* 
population,  from  the  base  of  the  Alleghany  to  the  margin  of  the  Atlantic 


u 


The  plan  and  estimate  of  the  road,  will  now  be  considered,  and  the 
mode  of  operation. 

1st.  Acts  of  incorporation  considered. 

2d.  Plan  of  road. 

3d.  Estimate  of  expense. 

1st.  The  question  presents  itself,  if  the  Legislatures  of  the  different 
States,  would  agree  to  grant  a  liberal  charter  to  a  Company,  for  the 
accomplishment  of  this  work,  or  whether  separate  acts  for  this  purpose, 
containing  different  provisions,  to  correspond  with  the  various  preju- 
dices and  laws  of  the  States,  would  not  have  to  be  applied  for.  But 
if  these  separate  acts  of  incorporation  did  not  recognise  the  principal 
company,  the  work  would  be  thrown  into  great  confusion,  by  a  variety 
of  plans,  views,  and  interests,  which  would  be  brought  to  bear  on  it, 
and,  in  the  end,  would  probably  prevent  its  completion,  or  much  em- 
barrass its  operations.  A  bold  appeal,  therefore,  ought  to  be  made 
to  public  intelligence.  The  incorporation  of  a  company  for  the 
whole  work,  however,  would  be  far  preferable  to  any  other  plan  which 
could  be  suggested,  as  it  would  not  debar  the  General  and  State  go- 
vernments, and  individuals,  from  becoming  proprietors  of  stock,  and 
the  profitable  and  unproductive  parts  of  the  road  would  mutually 
counterbalance  one  another,  and  it  would  be  the  general  interest  to 
keep  the  works  in  the  most  perfect  repair. 

2d.  In  mailing  an  estimate  of  the  cost  of  the  works,  it  would  be 
necessary  to  take  into  view  the  amount  of  expenditures  which  could 
judiciously  be  made  on  its  several  divisions.  It  is  evident,  that  the 
extensive  intercourse  between  New  York  and  Washington,  would 
justify  a  considerable  sum  to  make  the  road  most  perfect  in  its  nature, 
and  it  would  be  good  economy  to  construct  it  in  the  most  permanent 
manner.  South  of  Washington,  the  road  could  be  built  of  wood, 
and  the  rails  covered  with  plates  of  iron,  for  the  tracks  of  the  wheels. 

The  plan  of  the  wooden  railway,  is  various.  The  patent  of  Mr. 
Stimpson,  of  this  city,  proposes,  at  certain  distances  to  drive  piles, 
and  bind  them  together  at  the  top  by  a  transverse  piece  of  timber  ;  the 
rails  are  then  placed  and  secured  by  wooden  pins  :  the  top  of  the 
piles  are,  in  all  cases,  to  be  several  inches  above  the  ground,  and  the 
horse,  in  his  improved  carriage,  travels  on  a  platform  on  the  principle 
of  a  horse  mill,  or  te*mboat,  and  propels  the  carriage  and  its  train 
forward . 

This  kind  of  railway  possesses  economy  to  recommend  it,  and,  also, 
the  timbers  will  not  be  so  liable  to  decay,  as  in  the  common  road  wherr 


12 


the  sills  are  placed  immediately  in  contact  with  the  earth  and  moisture 
of  the  ground.  > 

The  expense,  (if  the  carriage  succeeds,)  of  the  horse  path,  will  be 
obviated,  and  the  most  difficult  swamps,  and  morasses,  can  be  crossed 
with  safety. 

Wooden  rail  roads,  more  peculiarly  belong  to  the  southern  states, 
where  the  best  and  most  durable  wood  abounds,  and,  in  their  con- 
struction, none  but  the  most  permanent  timbers  ought  to  be  admitted. 
The  upper  side  ought,  also,  to  be  constructed  bevelling,  to  allow  no 
moisture  to  make  lodgments  on  them,  and  the  sunny  exposure  of 
ground  should  be  carefully  selected.  The  lower  part  of  the  piles 
which  come  in  contact  with  the  earth,  ought,  also,  to  be  charred,  and 
their  whole  external  surface  covered  with  a  wash  of  fine  charcoal, 
mixed  with  water,  laid  on  similar  to  white  washing,  which  will  effect- 
ually preserve  them  for  a  long  time.  It  is  well  established,  that  char- 
coal is  one  of  the  greatest  anti- putrescents  known,  and  no  moisture 
in  its  vicinity  will  become  putrid,  or  decomposed,  and  it  may  further 
be  remarked  of  timber  once  charred,  that,  that  species  of  vegetable 
called  fungi,  cannot  grow,  as  it  never  appears  until  decomposition 
commences. 

The  operation  of  charring  can  be  done  at  a  small  expense.  All 
that  is  necessary  is  to  lay  up  a  few  stones  or  bricks  in  form  of  a  wall, 
and  cover  its  top  with  boughs  ;  a  fire  is  then  to  be  kindled,  and  the 
stick  is  to  be  slowly  turned,  and  burnt  to  a  depth  of  three  quarters  or 
one  inch,  when  it  is  ready  for  use. 

It  is  well  known  that  metals  expand  with  heat,  and  contract  with 
cold  ;  but  all  kinds  of  wood  is  longer  in  cold  than  in  warm  weather. 
This  phenomena  proceeds  from  the  sap  that  remains  in  the  wood, 
which  being  fluid  expands,  and  contracts  with  heat  or  cold. 

3d.  It  would  not  be  a  fair  standard  to  take  the  cost  of  the  English 
vail  roads  as  a  criterion  for  similar  undertakings  in  this  country,  as 
the  damages  for  land,  form  a  considerable  item  of  their  expense. 

The  Manchester  and  Liverpool  rail  road,  which  is  the  most  per- 
fect in  the  world,  and  passes  over  very  difficult  ground,  and  on  which 
excessive  land  damages  have  been  paid,  and  great  expense  incurred, 
to  preserve  the  straightness  of  the  line,  and  levels,  and  has  three  in" 
clined  planes,  and  one  tunnel,  cost  about  per  mile  £60,000 

The  Mansfield  rail  road,  exclusive  of  land,  10,800 

The  Sunderland  and  Hatton,  9,300 

And  the  average  cost  of  a  single,  tract  i  9.000 


13 


AMERICA. 

The  portage  across  the  Alleghany  mountains,  on  the 
Pennsylvania  canal,  which  is  probably  one  of  the  most 

difficult  sections  in  the  world,  is  estimated  per  mile,  $24,500 

The  Quincy  rail  road  (which  is  built  of  wood,)  11,000 

The  Baltimore  and  Olno  rail  road,  20,000 

The  Maunch  Chunk  rail  way,  4,700 

Temporary  rail  road  for  transportation,  1 ,000 

A  rail  road  supported  on  piles,  3,000 

But  on  account  of  contingences  and  obstructions,  say  5,000 
On  this  data  we  shall  make  our  estimate. 

ESTIMATE. 

266  miles  from  New- York  to  Washington, 

stone  foundation,  at  $20,000,  $5,320,000  00 
1201  miles  from  Washington  to  New-Orleans, 

wood  foundation,  at  $5,000,*  6,005,000  00 

Bridges  and  contingencies,  500,000  00 

Amount       $11,825,000  00 
Or  wood  rail  road,  whole  distance,  1467  miles  from 
New-York  to  New-Orleans,  at  $5,000,  7,335,000  00 

Contingencies  and  bridges,  500,000  00 


Amount       7,835,000  00 
From  which  it  appears  that  the  rail  road,  if  constructed  on  a  perma- 
nent plan  to  Washington,  and  of  wood  from  thence  to  New  Orleans, 
would  cost  $1 1,825,000  and  if  of  wood  the  whole  distance,  $7,835,000. 

The  advantages  of  canals  and  rail  roads  have  been  variously  esti- 
mated by  their  advocates.  That  each  improvement  has  its  merits, 
and  confers  distinct  kinds  of  benefits,  is  evident  from  their  nature  ;  and 
we  could  easily  name  places  where  canals  possess  decided  advantages, 
and  in  other  places  rail  roads.  For  that  kind  of  improvement  which 
is  the  most  favourable  can  only  be  determined  by  considering  the  cha- 
racter of  the  inhabitants,  the  products  of  the  land,  and  the  great  ends 
which  are  to  be  accomplished  ;  and  in  instituting  the  following  com- 
parison, it  is  only  intended  to  apply  on  general  principles,  and  under 
particular  circumstances. 

*  In  timber  countries  the  road  will  cost  less  than  this  calculation,  but  as  it  must 
exceed  the  estimate  in  other  places,  it  has  been  averaged  at  this  sum  for  the  whole 
route.  The  estimate  is  predicated  on  Stimpson's  patent  for  constructing  rail  roads. 


14 


COMPARISON,  CANAI 

Canals. 

1st.  The  speed  of  boats  is  li- 
mited to  five  miles  an  hour.  The 
common  velocity  is  three  miles 
per  hour,  but  on  the  Chesapeake 
and  Delaware  canal  they  sail  seven 
miles  per  hour,  and  each  boat 
takes  six  horses. 

2d.  The  greatest  fall  in  any  of 
the  levels  is  not  more  than  four 
inches,  and  then  only  in  porous 
soils.  The  common  fall  in  our 
canals  is  about  one  inch  per  mile. 

3d.  A  horse  can  draw  twenty- 
five  tons,  at  a  velocity  of  three 
miles  per  hour,  or  travel  twenty- 
four  miles  in  a  day. 

4th.  On  account  of  the  ex- 
pense and  difficulty  of  making  a 
wide  water  line,  all  kinds  of  ma- 
chinery that  will  make  a  swell  in 
the  water  is  prohibited. 

5th.  The  average  cost  will  not 
fall  short  of  eighteen  or  twenty 
thousand  dollars  per  mile. 

6th.  They  interfere  with  the 
rights  of  streams,  as  they  have  to 
be  dammed  to  supply  them  with 
water.  They  also  in  many  cases 
injure  or  destroy  hydraulic  works, 
and  interfere  with  the  drainage 
and  irrigation  of  the  country. 

7th.  They  are  confined  to  low 
grounds,  and  are  generally  very 


5,  AND  RAIL  ROAD*. 

Railways. 
1st.  The  common  speed  is  four 
miles  per  hour,  but  it  will  ave- 
rage about  six.  The  common 
velocity  of  the  locomotive  engine 
is  from  six  to  twelve  miles,  and 
has  performed  thirty  miles  per 
hour. 

2d.  They  can  ascend  twenty- 
six  feet  in  a  mile  without  interfer- 
ing with  the  working  of  the  loco- 
motive engine.  With  horse  pow- 
er it  is  common  to  have  eighty 
feet  rise  in  a  mile. 

3d.  A  horse  on  a  rail  road  will 
draw  ten  tons  six  miles  per  hour, 
and  travel  forty-eight  miles  in  a 
day. 

4th.  Steam  can  be  employed 
profitably,  and  all  kinds  of  swift 
machinery  can  be  used. 

5th.  Iron  rail  way*  will  average 
about  sixteen  or  twenty  thou- 
sand dollars  per  mile,  and  wood- 
en ones  from  five  to  eleven  thou- 
sand dollars  per  mile. 

6th.  In  no  case  do  they  inter- 
fere with  the  navigation  of  streams 
or  hydraulic  works. 


7th.  They  can  pass  over  ele- 
vated districts,  consequently  ran 


*  A  single  track. 


15 


circuitous,  and  are  frequently  in- 
jured by  floods,  and  suffer  from 
droughts,  and  in  high  latitudes  are 
for  some  months  useless. 

8th.  The  elevations  are  gene- 
rally surmounted  by  locks,  inclin- 
ed planes  have  been  partially  in- 
troduced, but  can  never  be  ap- 
plied successfully  with  saving  in 
time  or  economy  on  large  canals. 

9th.  Bridges  for  roads  are  very 
expensive,  and  crossing  streams  is 
also  difficult  as  they  have  to  be 
dammed,  or  acqueducted,  culverts 
are  expensive  as  it  is  considered 
expedient  to  arch  them. 

10th.  Lateral  canals  are  ex- 
pensive and  in  some  cases  imprac- 
ticable. 

19th.  Land  of  the  best  quality 
is  occupied  by^  canals  and  in  one 
mile  they  will  take  eight  acres. 

12.  In  a  fall  of  seventy-two 
feet  it  will  take  nine  locks  of  eight 
feet  lift,  which  will  take  thirty  six 
minutes  to  pass  and  six  men  to 
attend  to  them. 

13.  Repairs  of  works  are  con- 
siderable. 

14.  They  yield  no  revenue,  un- 
til the  works  are  all  completed. 


be  made  direct.  They  can  be 
used  at  all  seasons,  nor  are  they 
affected  with  droughts  or  freshets. 

8th.  Great  elevations  are  sur. 
mounted  by  inclined  planes,  arid 
from  the  facilities  in  using  them 
possess  many  advantages  over  the 
common  lock. 

9th.  Roads  can  be  passed  by 
lowering  the  railway,  and  streams 
can  be  crossed  with  great  eco- 
nomy. 


10th.  Branches  can  be  made 
in  any  direction,  and  over  any 
ground. 

1 1  th.  Ground  occupied  by  a 
rail  road,  will  be  less  than  one 
half  the  quantity  covered  by  a 
canal. 

12.  In  a  fall  of  seventy-two  feet 
overcome  by  an  inclined  plane, 
can  be  surmounted  in  ten  minutes 
and  will  require  two  men. 


13.  Repairs  one  third  less  than 
that  of  a  canal. 

14.  They  can  be  made  imme- 
diately productive  by  beginning  at 
one  end.  < 

The  power  which  is  generally  used  on  a  railway,  in  transportation, 
steam,  and  horses,  and,  among  the  numerous  experiments  which 

have  been  made  with  them,  the  following  gives  their  most  important 

results. 

1st.  Experiments,  and  remarks  on  the  locomotive'  engine. 


16 


2d.  Experiments,  and  remarks  on  horses,  on  rail  roads. 

1.  The  locomotive  engine  has  been  successfully  applied  as  a  cheap, 
vigorous,  and  speedy  agent,  on  the  English  railways,  and  the  use  of 
this  simple,  and  powerful  machine,  (which,  in  the  hands  of  science, 
possesses  more  docility  than  the  horse,  and  greater  swiftness  than  the 
antelope,)  it  is  calculated,  (when  their  system  of  rail  roads  are  com- 
pleted in  that  kingdom,)  will  dispense  with  the  use  of  one  million  of 
horses. 

On  the  Shut-End  Railway,  a  ten  horse  power  engine,  drew  a  load 
of  one  hundred  and  thirty- one  tons,  at  the  rate  of  three  and  one  third 
miles  per  hour,  and  the  "  Rocket,"  on  its  first  trial,  (Manchester  and 
Liverpool  road,)  drew  a  weight  of  twelve  tons  and  nine  hundred 
weight  at  the  rate  of  ten  miles  and  four  chains  per  hour,  and,  when 
detached  from  its  load,  travelled  at  a  rate  of  eighteen  miles  per  hour. 
This  engine  has  since  been  improved,  and  drew  twenty  tons  at  the 
speed  of  twenty  miles  per  hour. 

It  is  estimated,  that  a  locomotive  engine  of  ten-horse  power,  and 
with  wheels  of  five  feet  diameter,  and  with  a  pressure  of  forty-five 
pounds,  or  fifty  pounds  on  the  square  inch,  will,  with  its  tender,  and 
supply  of  coke  and  water,  weigh  ten  tons,  and  will  draw  nineteen  and 
an  half  tons  gross,  or  thirteen  tons  of  goods,  at  ten  miles  per  hour. 
Its  costs,  with  its  tender,  is  estimated  at  three  thousand  one  hundred 
and  ninety-six  dollars  ;  the  annual  expense  of  interest  and  decay  at 
two  hundred  and  seventy  eight  dollars  ;  the  annual  repairs  at  four 
hundred  and  seventy-five  dollars,  and  the  wages  of  attendance  and 
coal,  at  nine  hundred  and  five  dollars — making  one  thousand  six  hun- 
dred and  twenty-eight,  or  nearly  one  half  of  its  original  cost,  to  keep 
it  in  repair,  and  operation.  It  is  stated,  in  a  late  publication,  that  the 
locomotive  engines  intended  for  the  Hudson  and  Delaware  canal, 
cost  the  company  only  sixteen  hundred  dollars  each.  Grey,  an  in- 
telligent English  writer  on  rail  roads,  says,  that  the  locomotive  engine 
will  remain  effective  for  eighteen  years,  and  other  writers  place  it  at 
twenty  years.  Mr.  James  Walker  states,  that  the  consumption  of 
coal  is  equal  to  two  and  an  half  pounds  per  mile,  for  each  ton  of 
goods.  2d.  The  power  of  a  horse  for  eight  hours,  is  generally  esti- 
mated as  being  equal  to  a  weight  of  two  hundred  pounds  suspended 
over  a  pully,  moving  at  the  rate  of  two  and  an  half  miles  per  hour. 
The  averaged  experiments  of  fifteen  different  engineers,  give  a  result 
equal  to  a  perpendicular  lift  of  one  hundred  and  twenty-two  pounds. 


]/ 

or,  lor  a  level  railway,  of  carrying  forward  eleven  tons,  for  continued 
labour  the  year  round,  although  the  extreme  power  of  a  horse  for  oc- 
casional exertion,  is  three  or  four  times  greater  than  this  amount.— 
The  following  table  gives  the  results  of  different  experiment?,  on 
Rail  Roads,  with  horses. 


TABLE, 
Showing  the  poice*  of  one  horse. 


VAMES  OF  RAIL 
ROADS. 

stance  travcl- 
t]  by  a  horse. 

me  on  road. 

Ascent  of  road. 

J"  os 

iccnt  of  road. 

c 
o 
■ 

-3 
s— 

O 
o 

aractor  of  pari 
»f  road  used. 

Weight  moved, in 
tons. 

« 
O 

In 

o 
6 

ud  Moved.  j 

gj 

ej 
ca 

c 
Q 

a 
BQ 

z 

a 

At  Beckwith  Col- 

Miles 

<  level 

173  tns 

lery, 

19* 

(  descent 

2S*  tns 

Monkland  Rail 

Road, 

7 

lh41' 

5-45  ft 

1  mile  5-45  ft 

1  mile 

level 

50 

14 

Surrey  Rail  Road, 

1  inch 

10  feet 

1  inch  10  feet 

descent 

55 

12 

Penrhyn  Rail 

24  tons, 

Road, 

6 

lhour 

f  inch. 

1  yard 

f  inch. 

1  yard 

ascent 

•2  horses 

24 

Quincy  Rail  Road, 

174  tons 

5 

Baltimore  &  Ohio 

12*  tons 

Rail  Road, 

14 

S 

stn 

The  above  experiments  sufficiently  elucidate  the  extent  of  the 
power  of  a  horse,  on  the  path  of  a  rail  road.  But  the  application  of 
his  strength  directly  to  the  wheels  of  a  carriage,  according  to  the  pa- 
tent of  Stimpson,  by  having  a  moving  platform,  is  in  a  great  degree  a 
novel  idea  ;  men  of  science  have  however  thought  favourable  of  his 
plan.  But  it  wants  the  result  of  experiments  to  determine  on  its 
strength,  velocity,  and  durability,  and  even  its  economy.  There  can- 
not, however,  be  any  reason  assigned  why  this  power  cannot  be  used 
as  well  on  our  rail  roads  as  on  our  rivers  in  team-boats,  where  we 
have  striking  evidence  of  its  application. 

In  the  late  trial  of  engines  on  the  Manchester  and  Liverpool  rail 
road,  there  was  a  machine  worked  by  two  horses,  owned  by  Mr. 
Brandreth,  of  Liverpool,  named  the  "  Cyclops,"  which  weighed  three 
tons.  Its  velocity,  on  its  trial,  was  not  greater  than  four  miles  per 
hour  ;  but  it  is  said  by  those  who  witnessed  its  performance,  "  that 
it  is  a  carriage  which  will  be  useful  for  a  variety  of  purposes  on  the 
rail  road."'  A  machine  was  at  the  same  time  exhibited,  owned  by  a 
Mr.  Winans,  which  was  worked  by  two  men,  and  carried  six  passen- 
gers. "  It  moved  with  considerable  speed,  considering  it  was  moved 
with  human  power." 

3 


18 


The  comparative  advantage  of  rail  and  common  roads,  can  be 
stated  in  a  few  words  ;  as  a  horse  on  the  first  can  draw  a  great  load, 
as  is  shown  from  experiments,  and  on  the  latter  his  strength  on  an 
average  will  not  exceed  a  load  of  17  cwt. ;  and  it  is  ascertained 
that  it  cost  to  keep  a  mile  of  road  in  repair  in  England  an  annual  sum 
of  {191. 

In  crossing  the  bays,  it  will  be  necessary  to  have  steam,  or  team- 
boats,  to  carry  the  engines  and  carriages  over.  The  tow-boats  on  the 
Hudson  river,  are  propelled  by  an  engine  of  120  horse  power,  which 
generally  tows  four  boats  at  a  time.  These  boats  are  capable  of  car- 
rying one  thousand  tons  (250  tons  each.)  The  average  cargoes  will 
not,  however,  exceed  250  tons  for  each  trip  ;  the  distance  is  performed 
at  the  rate  of  six  and  a  half  miles  per  hour. 

If  we  examine  the  routes  of  our  principal  canals,  completed  or  in 
contemplation,  we  perceive  that  they  commence  at  tide  water,  and 
are  planed  to  terminate  at  some  point,  on  the  basins  of  our  inland 
seas  ;  and  though  it  might  be  desirable  to  connect  with  those  exten- 
sive lakes,  for  the  defence  of  our  frontier  in  times  of  war  with  Great 
Britain,  it  is  of  little  real  importance,  in  a  commercial  light.  For 
if  we  confine  our  inquiries  to  the  number  of  individuals  benefited,  and 
acres  of  land  cultivated  on  their  margins,  we  must  be  constrained  to 
admit  that  any  improvement  which  leaves  their  borders  either  to  the 
north  or  south,  will  produce  more  propitious  results,  and  be  of  greater 
benefit  to  the  community  interested  in  their  construction.  This  opinion 
is  not  novel,  but  has  been  advanced  by  many  intelligent  writers,  and 
is  supported  when  we  reflect  that  the  receipts  of  toll  on  the  Erie  Canal 
is  eight  times  less  at  Buffalo  and  Black  Rock,  than  at  Albany. 

We  have  nosv  to  consider,  first,  the  expense  of  transportation  on 
rail  roads  ;  second,  the  amount  of  tonnage  necessary  for  the  reve- 
nue ;  third,  time  considered  on  rail  roads,  mail  routes,  and  packets  ; 
fourth,  expense  of  transportation  compared. 

1st.  The  rail  road  being  constructed  of  the  cheapest  materials,  a 
ton  of  any  kind  of  produce  ought  to  be  carried  on  it  for  one  cent  per 
mile,  making  a  cost  of  {14.64*  from  New  York  city  to  New  Orleans. 
2.  If  the  cost  of  the  rail  road  should  average  {7000  per  mile,  and 

*  The  calculation  as  above  stated  has  reference  to  slow  travelling  ;  but  by  in- 
creasing the  speed,  there  must  be  consequently  an  increase  of  tollage,  and  expense 
of  transportation ;  and  in  the  northern  parts  of  the  route,  the  expense  cf  transporta- 
tion will  be  more,  in  consequence  of  the  greater  expense  of  constructing  the 
^»ad. 


19 


require  ten  per  cent.  ($700)  interest  for  revenue,  repairs,  superinten- 
dence, &c..  it  would  require  an  annual  transportation  on  each  mile  of 
road,  (the  tolls  being  lcent  per  ton  per  mile,)  of  70,000  tons;  and  if 
seven  bags  of  cotton  will  weigh  one  ton,  we  have  660,000  bags,  which 
little  more  than  exceeds  the  annual  shipment  of  the  same  article  from 
New-Orleans  ;  and  this  quantity  of  cotton  for  its  cultivation  would 
cover  an  area  of  635,260  acres,  and  require  130,652  labourers  to 
produce  it ;  if  we  now  take  a  strip  of  country  on  each  side  of  the  im- 
provement, equal  to  15  miles  in  width,  it  gives  28,108,800  acres. 

3.  The  averaged  passages  from  New-Orleans  to  Liverpool  is  )  days 
from  40  to  50  days  )  45 

The  averaged  passage  from  New- York  to  Liverpool  is  from  ) 
21  to  25  days  >  23 

The  averaged  passage  between  New- York  and  New-Or-  ) 
leans,  is  from  18  to  22  days  $  20 

The  average  time  of  passing  the  mail  between  New-York  > 
and  New-Orleans,  by  land,  is  $  22 

If  a  locomotive  engine  should  travel  between  New-York  and  New- 
Orleans,  at  the  following  rates  of  speed  on  the  rail  road,  it  would 
take 


TABLE. 

Weight 
moved, 
in  tons. 

f 

Length  of 
rail  road, 
in  miles. 

Speed  of 
Engine, 
per  hour. 

Time  on 

road, 
in  days. 

Speed  of  Tons 
Horse,  moved, 
miles.  weight. 

Time  on 
road, 
days. 

131 

1464 

3 

20£ 

11 

10* 

50 

1464 

10 

6 

3  4P 

20| 

20 

1464 

20 

3 

2  30 

28* 

B 

1464 

30 

2 

13  5 

4* 

If  we  compare  the  above  time,  consumed  in  the  different  modes  of 
transportation,  we  find  there  is  a  saving  by  the  locomotive  engine  in 
time,  at  the  rate  of  ten  miles  per  hour. 

1st.  In  the  transportation  of  the  mail  and  passengers  be-  i  days 
t ween  New-York  and  New-Orleans  $  16 

2d.  On  the  average  transportation  of  all  kinds  of  products  J 
in  vessels  between  the  two  points  $  14 

3d.  The  average  saving  in  time  to  passengers  going  to  Li-  t 
verpool  from  New-York  to  New-Orleans  .  )  16 

The  above  results  completely  establish  the  superiority  of  this  mode 
ofrommunication.  in  speed  and  certainty,  over  the  existing  routes- 


20 


iinct  ir*  we  take  the  highest  velocity,  what  an  immense  saving  in  time  it 
make's  to  go  and  return  from  New-York  to  New-Orleans  in  four  days  !* 

4th.  The  freights  from  New- York  to  New-Orleans  are  extremely 
fluctuating,  and  are  generally  higher  than  what  they  are  estimated  at. 

In  transient  vessels  it  is  generally  from  SO  to  40  cents  per  barrel, 
(7  to  8  barrels  make  a  ton,)  in  the  regular  packets  it  is  double  that 
price. 

Dry  goods  in  transient  vessels  are  from  $3  to  $5  per  ton ;  and  in 
the  regular  packets  about  double  that  price. 

The  insurance  between  New- York  and  New-Orleans  is  1|  per  cent, 
on  all  kinds  of  goods. 

ESTIMATE  COST  OF  TRANSPORTATION.! 
Merchandise  from  New- York, 


Domestic  goods,  suppose  a  ton  to  be  worth  $1200  on  an 
average,  (all  other  dry  goods  are  generally  higher,  insurance 


l£  per  cent.)  \ 

518 

00 

Freight,  &c. 

10 

00 

Cost  per  ton,  $ 

28 

00 

Freight  cotton  from  \  to  \  \  cents  per  lb.,  say  \ 

518 

00 

Estimating  the  value  of  a  ton  of  cotton  at  §250  per  ton,  in- 

surance at  1^  per  cent. 

3 

75 

Cost  per  ton,  $21 

75 

The  cost  of  a  ton  of  sugar  would  amount  to  about  the  same, 

but  say  j 

518 

75 

The  cost  of  a  passage  and  found,  on  an  average,  between 

New-York  and  New-Orleans,  is  about 

50 

00 

The  cost  of  a  ton  is  estimated  on  the  rail  road  at  $14.64,  or 

one  cent  per  mile 

14 

64 

The  above  gives  the  following  savings  in  transportation 

on 

the 

rail  road  : 

Saving  on  a  ton  of  domestic  dry  goods  < 

513 

36 

Ditto  on  a  ton  of  cotton 

7 

31 

Ditto  on  a  ton  of  sugar 

4 

11 

The  expense  of  a  passage  on  the  rail  road,  including  the  cost 

of  all  contingencies,  will  not  exceed  $20j 

30 

00 

*  See  Note  II.  f  See  Note  III. 

{  Between  New  York  city  and  New  Orleans 


21 


From  these  calculations,  it  appears, 

1st.  That  all  kinds  of  merchandise  wouid  give  the  rail  road  a  pre- 
ference. 

2d.  That  cotton  could  be  transported  on  it  with  a  considerable 
saving. 

3d.  That  sugar,  &,c.  could  likewise. 

4th.  That  it  would  possess  many  advantages  to  travellers  going 
from  New-York  to  and  from  the  Gulf  of  Mexico,  and  our  other  At- 
lantic ports,  in  certainty,  security,  and  economy. 

5th.  It  would  become  the  route  for  the  great  southern  and  west- 
ern mails. 

6th.  It  would  be  a  thoroughfare  for  troops,  artillery,  and  military 
stores,  during  war  ;  besides  other  important  advantages  which  are  not 
necessary  to  enumerate. 

The  cost  of  the  road  is  considerable  ;  but  we  must  take  into  consi- 
deration that  more  than  two  millions  of  people  are  interested  in  its 
success,  and  that  it  is  not  to  be  accomplished  by  the  citizens  of  one 
state,  but  must  elicit  a  respectable  portion  of  the  united  energies  and 
influence  of  twelve  ;  and  that  the  whole  cost  of  its  construction  is  not 
required  at  its  commencement,  and  that  such  of  the  sections  of  road 
as  are  completed  will  become  immediately  productive. 

The  company  of  this  rail  way  could  resort  to  the  same  expedients, 
with  a  small  capital,  to  consummate  the  project,  that  have  been  adopt- 
ed successfully  in  the  management  of  the  finance  of  similar  works,  by 
hypothecating  the  stock,  and  pledging  the  finished  parts  of  the  road 
for  the  payment  of  the  interest  ;  and  it  is  apparent  that  if  the  works  will 
yield  10  per  cent.,  and  the  interest  of  loans,  superintendence,  and  re- 
pairs, should  amount  to  9  per  cent.,  and  it  should  require  ten  years  for 
its  construction,  that  one  tenth  part  of  the  whole  capital,  with  the  as- 
sistance of  loans,  would  be  sufficient,  provided  the  works  proceed 
with  steadiness  and  prosperity  towards  completion.  In  seven  years 
after  its  commencement,  the  mutual  loss  and  gain  of  interest  on  the 
original  stock  at  six  per  cent.,  would  be  balanced  ;  and  thereafter  its 
value  would  continue  (until  the  expiration  of  eleven  years)  to  increase, 
when  it  would,  on  one  tenth  of  its  whole  cost,  yield  15  per  cent.,  6 
per  cent,  on  the  loans,  and  3  per  cent,  for  repairs  and  superintend- 
ence. 

In  England,  the  minds  of  the  public  are  so  well  convinced  of  the 
general  utility  of  rail  roads,  that  the  stock  of  those  companies  are 
much  above  par.    That  of  the  Liverpool  and  Manchester  is  at  a 


22 

premium  of  £3091,  the  Bolton  and  Lehigh  glO,  and  the  Wigaii 
$17§  per  share.  It  is  mentioned  in  a  letter  from  Liverpool,  dated 
November  19,  1829,  that  a  meeting  of  the  stockholders  of  the  Sankey 
Canal  was  called  to  take  into  consideration  the  expediency  of  con- 
verting it  into  a  railway.  The  original  stock  of  this  company  was 
worth  £1U0  per  share,  and  has  sold  as  high  as  £1800  per  share  ;  and 
it  is  in  contemplation  to  open  a  rail  road  from  one  end  of  the  island  to 
the  other. 

The  general  utility  of  this  work  has  been  attempted  to  be  exhibited 
in  the  foregoing  remarks,  without  considering  the  multifarious  local 
interests  which  are  deeply  identified  with  its  success.  Its  completion 
will  exert  the  most  powerful  influence  in  ameliorating  the  condi- 
tion of  society,  in  disseminating  liberal  opinions,  and  in  softening 
the  asperities  between  our  fellow-citizens  north  and  south  of  the 
Potomac,  and  in  linking  the  extreme  and  intermediate  portions 
of  our  country  in  a  bond  of  union,  that  only  time  can  sever  ;  and 
what  a  wonderful  transition  it  will  make,  to  be  wafted,  in  a  few 
hours  on  this  road,  with  speed  equal  to  the  swiftness  of  the  winds, 
from  the  cold  regions  of  the  north,  to  the  genial  clime  of  the  orange 
and  sugar-cane,  and  converting  dangers,  fatigues,  detentions,  and 
uncertainties,  into  pleasure,  celerity,  economy,  and  safety  !  And  its 
general  importance  to  the  prosperity  of  a  large  portion  of  our  country 
is  so  obvious,  that  it  must  impress  us  favourably  with  its  advantages  to 
the  Atlantic  States,  interested  in  its  construction. 

T  have  the  honour  to  be. 

Gentlemen, 

Very  respectfully, 

Your  most  obedient  servant. 


m  WITT  CLINTON, 

Engineer. 


23 


NOTE  I. 

In  the  letter  nothing  has  been  said  in  relation  to  the  continuance  of  the  road 
east  of  New  York,  but  it  is  evident  that  this  great  national  work  would  not  termi- 
nate there,  as  it  would  be  the  general  interest  of  the  country  to  construct  it  from 
Maine  to  Louisiana. 


NOTE  H, 

In  order  to  prevent  an  inconvenience  to  the  person  from  the  rapidity  of  the 
movement  of  the  locomotive  engine,  they  have  on  the  Liverpool  and  Manchester 
rail  road,  a  glass  shield  to  protect  the  head  of  the  person  managing  the  direction. 


NOTE  III. 

The  savings  of  transportation  in  the  calculations  is  confined  to  the  cities  oi  New 
York  and  New  Orleans  by  water,  and  it  is  evident  that  those  products  which  are 
brought  from  the  interior  of  the  country,  could  afford  to  pay  higher  rates,  as  they 
have  to  be  transported  to  our  sea  board,  and  thence  trans-shipped.  This  remark 
will  apply  to  the  whole  line  of  country  between  Alexandria  and  Mobile,  on  the 
upper  route  ofrthe  rail  road. 


Avery  Architectural  and  Fine  Arts  Library 
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